Apparatus for progressively chang



April 9,1935. I- G. FLEISCHEL 1,995,915

APPARATUS FOR PROGRESSIVELY CHANGING' SPEED RATIOS v Filed sept. 19,- 1.952 s rsh-eejs-sheet 1 alentar 6 t! army.

April 9, 1935.

PPARATUS FOR PROGRESSIVELY `CHANGING SPEED BATIOS G. IFLElscHEl. 1,996,915

Filed sept. v19, 1932 5 Sheet-s-Sheet 2 6 faq F/elcel 7a ven for.

6th rngy April 9, 1935. Gf FLElscHEL l-996915 APPARATUS FolnoGREs'sn/ELY CHANGING SPEED RATIos Filed sept. 19, 1952 5 sheets-sheet 3 April 9, 1935. G. FLElscHEl1 .1,996,915

APPARATUS FR PROGRESSIVELY CHANGING SPEED RATIOS Q Filedv sept. 19,- i932 5 sheets-sheet .4

April 9, 1935. l G. FLElscl-IEL l I '1,996,915

' APPARATUS PoR PRoGREss'IvELY CHANGING SPEED RATIos Filed sept. 19, 1952' @Sheets-Shen. 5

y 75W @wat Patented Apr. 9, 1935 APPARATUS FOR PROGRESSIVELY CHANG- ING SPEED ,RATIOS Gaston Fleischel, Bleneau, France, assigner to Socit pour lapplication des transmissions automatiques Fleischel,v Paris, France, a corporation ot France Application September 19, 1932, Serial No. 633,784.

In Belgium October 8, 1931 7 Claims.

'I'he present invention relates to apparatus for progressively changing speed ratios and, more particularly, to those of the type used on automobiles.

Transmissions in which changes of speed ratio are effected progressively are characterized by the fact rthat they may be operated irrespective of the conditions underwhich the various internal operating elements of the transmission function.

Transmissions of this kind, if properly designed,` may be operated without any precaution and with- .out any such accessory manoeuvres as displacement of a main clutch or of the accelerator pedal. As an example of transmissions of this kind. those utilizing planetary or epicycloidal systems may be mentioned.

As contrasted with "progressive transmissions of the foregoing type, the ordinary gear box utilizing snatch gears may be cited as being of the non-progressive type. In this latter species of gear box, the displacement of a lever forcibly couples a pair of operating elements which may be turning at very diiferent speeds. The proper manoeuvring of a non-progressive transmission requires considerable ability in the coordination of other movements such as gradual release of the main clutch and changes in the pition of the accelerator pedal. Transmissions are known which are not as rapid in their action as those employing snatch gears but which require, nevertheless, certain precautions or accessory manoeuvres to be properly operated. Transmissions of this latter type will, hereinafter, nevertheless be grouped with those of the snatch gear type as being non-progressive.

In transmissions of the progressive type employing for example, planetary systems the coupling elements employed for obtaining progressive action aregenerally designed to ave a relatively large diameter. This somewhat complicates the problem` of design since the pinions employed are of small diameter and it is desireable to decrease to a minimum the distance between their corresponding shafts. Inr addition, the control for progressively operated transmissions is more com-I which a single control lever may be utilized to obtain any one of a'large number of speed combinations without auxiliary manoeuvres of a main clutch or of the accelerator pedal.

Still another object is to provide means for changing the Carburettor adjustment during certain changes of speed combinations wherebythe motor is automatically accelerated or retarded in accordance with the nature of the speed change being effected.

Another object is to provide means having a retarding effect on the elements controlling a progressive transmission, said retarding effect being a function of the momentary powerv being developed by the motor. l

An additional object is to provide an improved lubricating system for progressive types of transmission.

A further object is to provide a combination of progressive and non-progressive transmissions wherein even those of the non-progressive type are controlled by transmissions operating progressively.

y A further object is to provide a special control for electromagnetically operated transmissions.

A still further object is to provide means operative by variations in the suction inside the intake manifold of the motor yfor varying the frictional force exerted on a pair of coupling elements.

Other objects will appear in the course of the detailed description now to be given with reference to the accompanying drawings, in which:

Figure 1 is an axial section through on illustrative embodiment of the invention;

Figure 2 is an elevation, partially in section of a second form of the invention;

Figure 3 is a diagrammatic detail showing a variant of part of the structure represented in Figure 2;

Figure 4 illustrates, in section, another variant of part of the assembly shown in Figure 2;

Figure 5 is an elevation, partially in section, of the device shown in Figure v4;

Figure 6 represents an axial section of a third possible form of the invention;

Figure 7 and 8 are axial sections showing two modifications of certain parts of the transmissions represented in Figures 2 and 6;

Figure 9 is an axial section through a fourth form of transmission;

Figure 10 illustrates the structure shown in Figure 9 as seen in transverse section;

Figure 11 represents, in axial section, a modiflcation of the apparatus" shown in Figures 9 and 10;

Figure 12 is an axial section through a. fifth form of the invention;

Figure 12e isa section through a sixth form of the invention;

Figure 13 represents, in section, a seventh embodiment of the invention; i

Figures 13a and 13b are sections through tw modifications of the assembly shown in Figure 13;

Figure 14 illustrates, in elevation, a combined control for two transmissions of different types;

. Figure 15 is an elevation, partially in section, of a compound transmission together with its various controls;

Figure 16 is a detail, in elevation, of part of the control assembly represented in Figure 15;

Figure 16 shows, in elevation, a control of the type represented in Figure 16' modified for the special case of a electro-magnetically operated transmission;

Figure 17 is an elevation of a cam control forming part of the assembly shown in Figure 15;

Figure 18 is a side view of one possible mounting for cams of the type shown in Figure 17;

Figure 19 represents an elevation, partially in section, of another mounting for the cams shown in Figure 17;

Figure 20 shows anelevation of another cam capable of replacing the one shown in Figure 17 together with means for insuring unidirectional rotation;

. Figures 21 to 25 are side views, partially in section, of four different assemblies permitting uncoupling of certain of the transmissions independently of their normal operation.

Referring to Figure 1 of the drawings, there is shown a planetary type of transmisison including a driving shaft I, a fly wheel I6 mounted to rotate with said driving shaft, an internally toothed ring 2 rigidly attached to the y wheel, a plurality of satellite gears 3 meshing with the teeth of ring 2, a plate 4 supporting the satellite gears, a driven shaft 5 rigidly connected to, or integral with, plate 4, a central planetary gear 6 meshing with satellites 3 and mounted to freely rotate on driven shaft 5, a coupling disc 1 mounted to rotate with gear 6 and slidable longitudinally thereon, a plurality of clutch plates or discs I2 mounted to rotate with satellites 3, a plate 9 mounted to move toward and away from plate 1 and prevented from rotating in any way desired, a pair of opposed springs 8 and III reacting on elements 1 and 9 respectively, a flange or braking plate I I integral with the transmission casing I5, and a ring I3 provided with a handle I4 and capable of being operated to displace element 9 toward and away from plate 1.

In the position shown in Figure 1, the various operating elements occupy the position corresponding to the smaller of two possible speed combinations. It will be noted that springs I0 act on ring 9 so as to clamp the peripheral portions of plate 1 (provided with appropriate friction-supporting material) against braking plate II, said springs being adjusted to overcome the action of spring 8. Inasmuch as plate 1 is keyed or otherwise slidably connected to the central part of planetary gear 6, rotation of the latter is thus prevented and the satellites turn to yield the small speed combination.

If the higher speed (direct drive) combination be desired, handle I4 is actuated so that ring I3 pushes element 9 to the left against the action of springs II). Spring 8 then will act to couple plate 1 to friction plates I2, this coupling action being facilitated by the relatively great difference 'chamber 5a-in driven shaft 5.

of speed between elements 1 and I2 at the moment coupling begins. The driving and driven shafts will then rotate in direct drive. From the foregoing, it will be seen that coupling plate or vdisc 1 alone assures operation in either one of two speed combinations by a mere axial dispiacement thereof along central planetary gear 6. Elements I3 and I4 may be replaced by a. fork I4 engaging in a groove I 3 formed in a flange I3a integral with'plate 1. If the transmission does not support very heavy loads, friction discs I2 may be replaced by a single-friction disc concentric to shaft 5 and positioned to contact with coupling plate 1 when the latter' is displaced by spring 8.

This form of transmission, as well as those hereinafter to be described, may be lubricated by providing a longitudinal passage I through driving shaft I, said passage communicating at one extremity with the lubricating system of the motor and, at the other extremity, with a hollow A plurality of radial passages 5 carry oil, under the action of centrifugal force, to the operating elements exlplates 2a and 4a act to guide lubricating oil to passages inside the shafts supporting satellites 3. The oil returns to the motor via a plurality of grooves or gutters formed on the internal surfaces of the various rotating elements.

In the second form of the invention shown in Figure 2, the planetary system is of a different type and demonstrates that the invention may be applied to planetary systems of whatever design. Here, satellites 3'are mounted to rotate on fixed shafts supported on fly wheel I 6. Driven shaft 5 is rigidly connected to one of the planetaries Ia while the other planetary 6b is loosely mounted on said shaft and acts vto yield (l) a small speed combination when it is stopped and (2) direct drive when it is connected to the motor. Coupling disc 1 is keyed to planetary 6b and is capable of sliding axially thereon. A clutch disc 9 of annular form replaces discs I2 shown in Figure 1. A braking disc II rigidly connected to transmission casing I5 replaces flange II in Figure 1. A sort of annular ,cage including a pair of annular discs 91 and II1 are mounted convcentrically on plate 1 and are maintained in spaced relation by a. plurality of cross bars I8 portion of plate 1. The distance between 91 and II1 is chosen so that plate II1 lies out of contact* with disc II when plate 91 is in contact with friction disc 9. A plurality of springs I9 are interposed between elements 1 and II1 and have the same function as spring 8 in Figure 1. 'Ihese springs clamp disc 9 between plates 1 and 91 Without any lateral reaction being produced.

Control of the various operating elements is effected by means .of a combination including a ring I3 capable of being rotated by a handle I4, axial displacement being prevented by a slot I1 engaging with a proper pin. Ring I3 is provided with a pair of recessed portions 20 having the function of cam surfaces and capable of receiving a pair of rollers 2I mounted on a pair of annular rings 22 and 23 positioned on opposite sides of ring I3. A plurality of springs 24 tend to maintain rollers 2| in contact with the lateral portions of ring I3 against the opposing action of springs I3. When ring I3 is rotated so that rollers 2I enter grooves 20, rings 22 and 23 move toward one another. A fork I4a similar to the one shown lto s II is clamped between plates 1l and II1.

in Figure 1 (shown in dotted lines) may be utilized to displace annular ring I3.

Assuming that the various operating elements are in the position shown in Figure 2 and thatring I3.be rotated to bring rollers 2l into grooves 20, rings 22 and 23 will move toward one another so that the former ring contacts with plate 1 while the latter ring contacts with plate I I1. Elements 1 and II1 will therefore move toward one another so asy to liberate disc 9 from the gripping action of elements 1 and 91 so that brake disc 'I'he planetary system will then operate to yield the small speed combination. If ring I3 be then moved in the opposite direction an inverse series of operations will take place, and the driving and driven shafts will be coupled directly through the intermediary of elements 1. 9 and 91 which will be brought into clamping relation withone another.

Figures 3 shows how each speed combination may be introduced progressively inl accordance with the load on the motor. Ring I3 is provided, here, with a finger or arm '25 capable of occupying either one of three positions s1, so and s2 corresponding to operation with the small speed combnations, in neutral, and direct drive respectively. During its displacement from s0 to s1 or from so to s2 arm 25 pushes on a rod 211 or 212 connected to dash pots 291 and 282 provided with pistons acting to compress the air in the dashpot cylinder, the latter being provided with discharge orifices 291 and 292. If these latter orifices are open, the pistons encounter no appreciable resistance. A pair of needle valves-301 and 302 are mounted at the end of a pair of levers SI1 and 3I2, the latter being controlled by a pair of flexible diaphragms 321 and 322 responsive to variations in suction in the motors intake manifold communicated via a conduit 33, and act to obstruct orifices 291 and 292 in accordance with variations in the load on the motor thereby varying the resistance to movement of theA pistons in their dash pots. when the load on the motor varies, the rate at which ring I3 may be displaced to either one of its extreme positions will vary, the resistahces-,encountered acting to insure progressive action.

A similar result may be obtained by connecting levers 3I1 and SI2 by means of an appropriate lever and link system to the accelerator pedal.

Springs 8 and I0, in Figure 1, and I9 and 24, in Figure 2, may be replaced by a single 4set of springs having the same function in the manner shown in Figures 4 and 5. Plates 91 and II1 are, here, formed integrally with an annular plate 34 having a plurality of radial orifices 35. formed therethrough. A plurality of shafts 36 are mounted on the periphery of plate 1 and carry pairs of rollers 31 and 38. Exterior rollers 38 intervene to manoeuvre plate 1 by engaging inside a recess 26 formed in a small collar 39, the latter being capable of being displaced axially by ring I3 while prevented from rotation. Ring I 3 is here shown guided by a pin I3x moving in a helicoidal groove I4X. Rollers 31 are positioned in line with a pin 4I having a'bevelled portion 40 and supported in a casing 43 mounted on plate 34, a spring 42 tending to move pin 4I toward rollers 31.

In the position shown in Figure 4, springs 42 are without any action when lever I4 is manipulated to bring plate 1 to its intermediary position.A If, however,.the latter plate be displaced ever so slightly to the right or to the left, bevelled portions 40 of pin 4I will react on rollers 31 to It will at once be obvious, that f force plates 1 more rapidly into contact with the either disc 9 or disc II. -When movement takes place toward the left (Figure 4), disc 9 is clamped between plates 1 and 91 to yield direct drive. Movement in the opposite direction vfill result in operation at the small speed combinations.

In the form of assembly shown in Figure 6. there is shown a transmission provided with a planetary system of the type shown in Figure 2, a single set of springs 42 similarto those represented in Figures 4 and 5, and a positive control of the various operating elements having a coupling action. The springs are positioned radially to facilitate adjustment and are supported on a movable plate 91. Points l40 are fitted with rollers which contact with a double conical surface 311 formed on the periphery of a disc 61 which lis keyed to the sleeve supporting central pinion 61.

Invorder to properly guide elements 91, 1 and II1, one of the latter,-in this particular case, plate 91,-is mounted to slide axially along a plurality of grooves and teeth formed on disc 61. Cross 'pieces I8 serve to positively connect discs 91 and I I1. A plurality of levers I3b pivotally supported on disc 61 are connected at opposite extremities by means of links I3c and I31-to exterior plate II1 and central coupling disc 1. It will at once be seen that when a control 'such asI31--I4 (see Fig. 1) is actuated to move element II1 toward fixed plate I I, coupling disc 1 will move so that braking plate II will be clamped between said coupling disc land plate .II1 thus yielding a small speed combination, plate 91, at the same time, moving When plate II1 is moved away from discl II, plate 1 will also move away from the latter and, when the coupling plate occupies its mean position shown in Figure 6, springs 42 are no longer in action and the transmission operates in neutral. Further movement of plate II1 to the left will result in plate 9 being clamped betweenelements 1 and 91, and the transmission will operate as a direct drive.

Inasmuch as plates 9 and II are supported perlpherally, plate II1 and the elements coupled thereto may be operated by a central fork I4a such as is shown in Figure 1. It is to be noted that instead of I'connecting fork I4a to disc II1, it could equally well be connected to either plates 1 or 91, a displacement of any one of these plates being accompanied by a displacement of each of 'the others.

In the variousA forms of the invention thus far described, the frictional coupling surfaces have been represented as being plane. In the modications shown in Figures 7 and 8, these surfaces are given a conical form and are designed so that all lateral reactions are eliminated. The particular variant represented in Figure '7 shows plates 9 and II connected to the y wheel and to the transmission casing respectively and termi-y Ahating peripherally in a pair of opposite'ly sloping conical surfaces adapted to coact with correspondingly sloping conical surfaces formed on the inner side of a double flange at the periphery of coupling plate 1. Cage 34 (type Fig. 4) is also provided with conical gripping surfaces 91 and I I1 adapted to coact with the peripheral portions of plates 9 and II. Lateral displacement of cage 34 and coupling disc 1 produces one or the other having a trapezoidal section. Operation is the same as for flat discs but the frictional effortis amplified when using springs ol.'- the same strength or tension.

Figures 9 and 10 show how the frictional coupling action may be amplified by means of helical springs whose torsion tends to have a winding or unwinding effect. The periphery of coupling disc 1 is provided with a recess 1 supporting a crown 1x mounted to rotate with plate 1 while being capable of 'angular displacement when acted on by a lever 1x1 pivotally mounted on plate 1 at 1n, a cone I3, provided with a recess I3 capable of receiving a fork I4l1 (see Figure 1), acting on a roller supported on the end of lever 1m (against the action of an appropriate spring) to angularly displace crown 1x. A plurality of helical springs 1l1 and 1b connected at opposite extremities to crown 1x and to the lateral Walls of recess 1o serve as friction coupling elements. When crown 1x occupies its mean position springs 1s1 and 1b lie out of contact both with the bottom of recess 1 and plates 9 and II.. Displacement of cone I3am in the directionof the arrow shown in Figure 9 will result in a displacement of crown 1x in the direction of the arrow shown in Figure 10. Spring fl*1 will'then unwind so as to contact with element I I, thus exerting a braking action on coupling plate 1 and bringing the` latter to rest. The transmission will then operate in the small speed combinations in the man# ner, and for the reasons, already set forth. During the unwinding of spring 1, spring 1b winds up and decreases in diameter, thus insuring against any coupling action ,on its part. Dlsplacement of cone I3=m in the opposite direction will, contrariwise, cause spring 1b to increase in diameter until contact is made with element 9, thus yielding direct drive.

In the various forms of the invention so far described, the transmissions shown are more particularly adapted to be coupled directly to the motor. If it be desired to combine these transmissions With other gear boxes so as to receive a motor couple which is already amplied, they must be specially designed to insure proper coupling action. Figures 11 and 12 show assemblies in which the relative speeds of the elements to be coupled are utilized to automatically increase the force with which the latter are held in con-v tact with one another.

In the particular form ofthe invention shown in Figure 1l, the' amplifying effect is obtained by means of spring couplings similar to those in Figures 9 and 10. Crown 1x is, here, directly actuated by fork I4, this crown being mounted to turn freely relatively to coupling plate 1 while, at the same time, being axially displaceable with relation to the latter. In order that this be possible, a proper opening is formed in the periphery of coupling element 1 permitting displacement of the crown in question. Springs 1a and 1b act as before to produce coupling but also tend to return crown 1x to a neutral position due to their elasticity. When fork I4x1 is actuated to movey Vcrown 1x toward braking element II, spring 1 is compressed until the conical peripheral portion of crown 1x contacts with xed element I I. This contact (which may be further aided by the action of springs'42 such as are shown in Figure 5), is suiiicient to unroll spring 1a, the latter being connected indirectly to element 1 which is still in rotation. The unrolling of this spring produces an energetic coupling with iixed element II and the angular movement of crown 1x winds up spring 1b at the same time. As will be obvious from an inspection of the drawings, movement of crown 1x in the opposite direction will couple moveable element 9 to coupling disc 1 while, at the same time, insuring winding up of spring 11.

In Figure 12, coupling plate 1 is mounted between plates 9 and II and is provided internally with a thread meshing with a threaded cylinder capable of sliding axially along the hub of central planetary 61', said cylinder being rigidly connected to, or integral with, lateral plates 91 and II1. In the position shown in Figure l2, the various operating elements have been displaced s that plate 9, connected to the y wheel of the motor, is clamped between coupling plate 1 and lateral plate 91 forming part of cylinder 44. Let it be supposed, that by appropriate means, plate 1 could be arrested and that the direction of the threads on cylinder 44 is appropriately chosen. The rotation of cylinder 44 and stoppage of plate 1 will cause the latter to move away from plateA 9 toward plate I I1 until finally elements 1 and II1 are in clamping relation to xed plate II. Cylinder 44 will then stop rotating and planetary 6b. therewith. VThe transmission will then operate in the small speed combination and the clamping action will have a very considerable magnitude. In order to arrest coupling plate 1, recourse is had to a second plate 11 mounted to rotate concentrically with the latter while being capable of axial movement thereon. Plate 11 is controlled in exactly the same manner as plate 1 shown in Figure 2 by means of an annular ring I3 and its operating handle I4, rings 22 and 23 being coupled respectively to an extension 41 mounted on the periphery of plate 11 and extension 48 integral with a cylindrical cage 49 appropriately guided inside the transmission casing so as to follow the movements of said rings. Springs are interposed between extensions 41 and 48 and the cylindrical cage supports a pair of lateral flasks 92 and II2 capable of coacting with plates 9 and II. Let it be supposed that the transmission is operating in direct drive (position shown in Figure 12) plate 9' being clamped on opposite sides between elements 9, 91 and 1, 11. If lever I4 be actuated to move rings 22 and 23 together, elements 11 and II and II1 and II2 will move toward one 'another while flask 92 will move away from moveable plate 9. Inasmuch as plate II is fixed in position, plate 11 will come to rest and simultaneously stop rotation of coupling plate 1. The relative speed of elements 1 and 44 will rst uncouple plate 9, plate 1 will then move axially with relation to both cylinder 44 and plate 11 and finally, plate II will contact A with plate 1 and arrest the latter.

When this transmission is operating in a small speed combination, plate 1 and 11 as well as elements 44 and 41 are arrested. Movement -of lever I4 so as to move rings 22 and 23 apart will cause springs I9 to move plate 11 away from braking plate II. Plate 11, as a consequence of the clamping of plate 9 between it and ask 92 willthen cause clamping plate 1 to rotate and, inasmuch as cylinder 44 is still at rest, the latter plate'will move axially therealong until plate 9 is clamped between. it and element 91, element II 1, at the same time, moving away from plate II. Operation in direct drive will be thus reestabushed.

If it be desired to modify this transmission so as to obtain more than two speed combinations, braking plate I I' should be mounted so that, while prevented from moving axially along driven shaft 5, vit may be coupled to, or uncoupled from, the latter. To this end, a sleeve is mounted on shaft 5 and is prevented from rotating by an appropriate arm bearing against a stop 451. lSleeve 45 may move axially along shaft 5 by means of an appropriate hand control (not shown) reacting on a fork 46 engaging with said sleeve, the latter being provided with appropriate bosses 501I capable of engaging with a similar series of bosses b integral with the hub of a plate 50 supporting braking plate II. It will at once be obvious that, when elements 50 and 50b are in engagement with one another, stop 451 will act to arrest rotation of plate II and the apparatus will opf erate as a two speed combination transmission.

If, contrariwise, fork 46 be actuatedto uncouple sleeve 45 from plate 50, plate II may turn freely and shaft 5 may be coupled with operating elements (not shown) capable of reversing its direction of rotation, for example.

The hereinabove described mechanism may be utilized in combination with ordinary speed changing assemblies, wherein the gears are not axially moveable, if it be desired to render the action of the latter progressive. The structures represented in Figures I2 and I3 show how this may be done by utilizing a plurality of clutch plates (9) instead of the the combination of a clutch and a braking (I I) plate.

Figure 12a shows two speed combinations obtained by means of gears 51-581 and 511---532 which are maintained permanently in mesh with one another in the manner shown, each speed combination being provided with a separate frici tion or clutch disc, operation in neutral being obtained when both of the `friction discs are free.' Operation in the `low spe`\ed combination is obtained through the intermediary of pinion 51 keyed to driving shaft I and auxiliary pinions 581 and 582 mounted on an intermediate shaft 583, by coupling .pinion 52 to driven shaft 5 by means of the clamping action of plates 1 and II1 on friction disc II, plate II1 being keyed to driven shaft 5.

When plate 9, driven by motor shaft I, is clamped between coupling plate 1 and plate 91 keyed to shaft 5, operation indirect drive is obtained. When plate 1 occupies its intermediate position, shafts I and 5v are no longer in driving and driven relation.

To obtain a displacement of plate 1 in one direction or the other, some such system as is shown in Figure l2 may be employed.' However, either one of the systems shown in Figures 2 or 6 may be utilized when modied to give the same result.

In the variant represented in Figure 13, a similar result to the one shown in Fig. 12EL is obtained by utilizing the single series of springs 42 shown .in Figure 6 for obtaining a coupling action in either one of two directions, a positive control by levers I3b, IBC, I3d (Figure 65 being utilized to actuate the various coupling discs and plates. These latter elements, instead of being positioned between pinions 51-591 and 52--582 as in Fig. 12a, are placed to one sidenear the motor fly wheel. The general operation remains the same as for Fig. 12a.

Figures 13a and 13b show variants utilizing conical surfaces and helical spring clutches of the type illustrated in Figures '1 and 1l. The manner in which these structures operate need not be given in detail but willbe obvious from an inspection of the drawings when considered with the description of the preceding gures.

In each of the variants shown in Figures 2 to 13b elements 9,V and II are shown as mounted against axial displacement, while elements 91, 1

vand I I1 move axially. Inasmuch as the operation of these various systems depends upon therela- A tive displacementgnf the five elements 91, 9, 1, II and II1, any given 'element or group of elements may be displaced axially or mounted against axial displacement, provided that the relative movelment desired be obtained. For example, elements 91 and II1 may be mounted against axial displacement, While elements 9, 1 and Il are axially displaceable. Similarly, coupling disc 1 may be fixed against axial displacement, while elements 91, 9, I l and II1 are made axially displaceable, etc; etc.

A series of speed varying combinations will now be described wherein progressive transmissions of the type forming the subject matter of the present invention are coupled with non-progressive gear boxes or speed changing devices nowin use, the entire combination h'aving a unique control. Assemblies of this kind, it may be said byway of anticipatiompermit changesin speed ratio Without any special precaution even where snatch gear transmissions form a part thereof and also permit elimination of the main clutch generally interposed between the driving shaft and the transmission. It suiiices that all movements be transmitted through the intermediary of one of the two speed combinations provided by the progressive gressive and non-progressive transmission assemblies are shown mounted in distinct casings which are coupled to oneV another in accordance with the particular speed combination desired. Obviously, these distinct casings could be replaced by a single casing enclosing the whole series of transmissions.

One feature of this assembly of transmission is a special control lever which acts to uncouple the progressive transmission during the levers angular displacement and permits permutations in th non-progressive transmission only while the progressive transmission is uncoupled.

Figure 14 illustrates,diagrammatically,a transmission including two speed changing assemblies, one being of the progressive type and the other non-progressive, the uncoupling of the progressive assembly at the proper time being obtained to the one shown in Figure 2. As in the case of the structure shown in this latter gure, recesses` 20 act to permit movement of rings 22 and 23 toward one another so as to yield operation at reduced speed. As will be seen from an inspection of Figure 14, cam bosses 201 will act on rollers 2I to move rings 22 and 23 apart so as to yield opera.- tion in direct drive. Neutral cam surfaces 202 positioned between recesses 20 and bosses 201 act to maintain rings 22 and 23 in a position corresponding to operation in neutral. If surfaces 202 are made sunciently long, changes of speed ratio in the non-progressive transmission may be effectedwhile rollers 2I move over said surfaces. It will thus be seen that changes in speed ratio in the non-progressive transmission can be made without any more precautions b:than those ernployed when the progressive Atransmission is utilized alone. The transmissions are controlled by a ring I31 provided with a cam slot 54, a guiding slot I11 engaging with a pin acting to prevent longitudinal movement. A sliding sleeve 5I carrying a fork controlling snatch gear 52 of the non-progressive transmission supports a roller 53 slidably guided in cam slot 54. It will at once be evident that rotation of ring I31 will result in an axial displacement of snatch gear 52 and, if cam groove 54 be positioned properly, displacement of the snatch gearmay be made to take place during the time interval that rollers 2l ride over surfaces 202, i. e., when the progressive transmission is inactive. In order that all of the operating elements be controlled by a single lever i4 (not shown), rings I3 and I31 are connected to rotate together by means of a bar or bars 55. To further assure simultaneous movement of rings I3 and I31, they may be provided externally with gear teeth 56 meshing with a pair of pinions 51 of equal diameter lkeyed to a control shaft 59. Shaft 59 will then act to replace lever I4 and its rotation constitutes a unitary control for both transmissions. If the assembly be properly designed, rotation of shaft 59 through a predetermined series of angles will result in successive passages through the various speed combinations which the transmissions are capable-of yielding.

The invention is shown applied in Figure 15 to the special case where transmissions of various types are combined in series to yield eight possible combinations. The rst transmission of this series A is driven by the motor fly wheel and is of the type shown in Figure 13. The second transmission B is driven by transmission A and is of the type shown in Figures 6.and 7. Finally,

the third transmission C is coupled to the second transmission B and is of the non-progressive type. (Fig. 14).

The control for these various transmissions is eifected by means of a shaft 59 of the type shown in Figure 1.4. Inasmuch as eight combinations are possible, shaft 59 should turn through an eight of a revolution to pass from one speed to another. Ring I3 of transmission A is provided with a cam slot which receives the free extremities of lever 14x1 acting to positively control discs 1, 9 and II to yield either one of two speed combinations (Figure 13).]Angular rotation of shaft 59 will cause pinion 51 to rotate ring I3 so as to angularly displace levers I4a and permit springs 42 to act s'o as to couple discs 1, Il and I I1 (small speed) or discs 1, 9 and 9I (direct drive).

Control of transmission B is eifected by means of lever I4a engaging in cam grooves formed in the walls of ring I3. Angular displacement of shaft` 59 will result in rotation of ring I3 controlling this transmissionvso as to oscillate levers Ma Similarly, a lever 5I1 is guided in the cam groove in a ring 'I31 to control transmission C. The lubrication of each transmission A, B and C may be of the same type as that shown on Fig. 1 through central passages each as I shown more particularly for transmission A.

Control shaft 59 is driven by a pair of bevel gears 6I! connected in driven relation to a shaft 6I which supports a control lever 62 free to move on shaft 6I between the limits of a' pair of stops 621 and 622. Control lever 62 articulates with a double acting dog 63 connected by means of a rod 64 to a handle 65 slidably mounted on the control lever.' Rod 64 receives the opposing thrusts of two springs B61 and 662 tending to move control handle 65 into a mean position a. In this latter position, dog 63 is out of contact with a pair of ratchet wheels 611 and B12-having their teeth formed in opposite directions, both ratchets being keyed to shafts 6I. When control handle 65 is moved downward into position c, nose 631 of dog 63 moves into engagement with ratchet 611. Displacement of control lever 62 to the left (Fig. 15) will then result in rotation of shaft 59 through 1A; of a turn and rings I3, 131 will act to change the speed combination tothe next higher. If, contrariwise, handle 65 be moved upward into polsition b, nose 632 of dog 63 will engage with ratchet i511, and rotation of levers 82 to the right will cause shaft 59 to produce a shift into a lower speed combination.

As shown in Figure 16, recourse may be had, if desired, to a double acting dog 63 controlled by a handle 65 capable of occupying either one of only two positions. In one of these positions, nose |531I is in engagement, control handle occupying its elevated position, While in the other position, wherein the control handle has been moved downward to compress a single spring 66, nose 632 moves out of engagement with ratchet 612 and, nose 631 engages with ratchet 611.

Obviously, shaft-59 instead of being controlled by lever 62 could be coupled to a servo-motor acting to automatically change speed ratios in accordance with the conditions of motor or vehicle operation in the manner indicated i'n the inventors prior patents and in copending application Serial No. 520,090, filed March 4, 1931.

In actual practice it is found that passages into higher speed combinations are rapidly effected if the Carburettor valve be momentarily closed. Similarly passages to lower speed combinations take place more rapidly if the carburettor valve be momentarily opened. This will be readily understood, if it be remembered that in the :former case the motor should slow down, while in the latter it should accelerate rapidly. Figure 15 shows how theseeffects may be obtained automatically. Lever 68, controlling the valve of carburettor 69, is connected as usual to accelerator pedal 10 and is displaced automatically during speed changes. To this end, a lever 1I connecting lever 68 to the accelerator pedal is provided with a pair of opposed springs 121 and 122 permitting the vehicle operator to move the Carburettor valve between extreme position o corresponding to full opening and position f corresponding to complete closure. A pair of auxiliary levers 14 and 15 are mounted to freely rotate on shaft 13 supporting lever 68 and tend to be drawn to the left by a' A pair of flexible a pair of springs 141 and 151. cables 142 and 152 are connected to each of the auxiliary levers so that when cable 142 pulls on lever 14, the latter acts to displace lever 68 into position o against the action of spring 122, cable 152 acting, contrariwise, to move lever 68 toward position f. It will be seen, however, that springs 121 and 122 permit free action of the accelerator pedal irrespective of angular displacements of lever 68 resulting from traction on'either cables 142 or 15.

The same result could be obtained by mounting an abutment on rod 1I positioned so that, when the accelerator pedal is depressed, lever 68 moves toward position o, said lever being moved toward position ,f by a suitable spring when the accelerator pedal is released. 'I'his lever should, in this case, also be provided with a control of the type 142 acting to open the carburettor valve all the wayv even when the vehicle operator maintains the pedal in an intermediate position. This assembly should be further providedwith a second valve capable of closing the intake conduit of the carburettor, the latter valve remaining normally open and being capable of closure by some such controlas 152 coming into action during passages into higher speeds while remaining open during descending passages.

Referring again to Figure 15, cable 142 and'152 areshown controlled by a pair of cams 143 and 153 mounted on a shaft coupled to shaft 59. Each of these cams is provided with a series of notches 19 (Figure 17) corresponding to each operating position of shaft 59. A roller 16 mounted on a lever 11 pivotally supported at 18 is positioned to engage in the various notches and, with each angular movement of shaft 59, exerts a pull on cable 14, spring 141 acting to maintain the roller in position in any given notch when control shaft 59 is at rest. .Cam 153 is designed in a similar manner and acts to control cable 152 in the same way.

In order that cam 143 act on lever 14 only during passages to lower speeds and cam 153 acts similarly on lever 15V only during passages to higher speeds, these cams are not directly keyed to shaft 59 but engage laterally with lateral ratchets145 and 155 mounted to slide along shaft 59 and driven thereby. Another pair of ratchets 146 and 156 are positioned on the opposite side of each cam and are prevented from rotating by a pair of fixed arms 14'l and 148. The ratchets on opposite sides of each cam -have their teeth directed oppositely and it will at once be seen that irrespective of the direction of rotation of shaft 59, the cams will be able to rotate only in the direction shown by the arrows in Figure 18.

Unidirectional movement of each cam may also be obtained in the manner shown in Figure 20.

Here, each of the/cams, such as 143, is given a ratchet like form permitting its rotation only in the direction of the arrow. Rotation in the opposite direction is prevented by a roller 80 engaging/with the teeth thereof. Each cam is further provided with a dog capable of engaging with a ratchet 8l driven by shaft 59. Obviously, each cam will be in driven rela-tion to shaft 59 only when the latter turns a predetermined direction and, when shaft 59 turns in the opposite direction, each cam turns freely thereon. By proper choice of the profile of each cam and its coacting ratchet, one or the other will turn when the Vdirection of rotation of shaft 59 is reversed.

Instead of connecting the cams in driven relation to shaft 59 by means of a ratchet 8 I, this may be effected by meansof a friction disc 82 slidably keyed to said shaft and pressed against the cam laterally by means/of an appropriate spring as shown in Fig..19. Roller 80 will thus act to prevent rotation of the cam in one direction in spite of frictional contact with discv 82, while permitting rotation of the cam in the opposite direction under the action of said disc.

In order to prolong the action of the cable 142 and 152 on levers 14 and 15, the latter are fitted with dash pots 144 and 154. It will thus be seen that the movement of levers 14 and 15 into action ss into any one of its three positions may be taken advantage of for controlling lever 68 of the carburettor or, both controls may be used concurrently. 'Ihis is effected by connecting rdd 64 to a lever 83 pivotally supported on control lever 62, lever 83 being connected by cables 14'L and 15a similar to 142 and 152 to levers 14 and 15 respectively. When handles 65 occupies mean position a, lever 83 is perpendicular to4 lever 62 and neither of the cables connected thereto are in action. As soon as the control handle is lowered into position o (positionlcorresponding to increasing speeds), lever 83 tilts so as to exert traction on cable 14 and closes the carburettor valve. Movement of the control handle into position b will result, similarly, in an opening-of the Carburettor valve during passage to a lower speed combination.

If any one of the transmissions utilized be of the electromagnetic type changes in speed combination will be effected by excitation of a proper coil. The control of such a transmisison will include a distributor capable of occupying any one of three positions (Where the transmission is designed to yield two speed combinations), one of these positions corresponding to operation in neutral. If it be desired to control a transmission of this type by means of a single lever, the distributor should be mounted on the control lever of the type shown in Figure l5, the latter being modified as shown in Figure 16e. In order topermit the vehicle operator to controlthe carburettor in the manner hereinabove described, control handle in Figure l5 is replaced by a balance lever 81 Whose extremities are connected to Carburettor control cables 14a and 15"L (Figure 15). If the vehicle operator Wishes to pass to a higher speed combination, he pushes on a nob 14J mounted on one end of lever 81 so as to exert traction on cable 14a acting to close the Carburettor valve. If he wishes to pass to a lower speed combination, he presses on a nob 15b positioned on the other end of lver 81 so as to exert traction on-the other Carburettor control cable. It will thus be seen that lever 81 acts to replace the combination of elements 64, 65 and 83.

Nobs 'I5b and 14b should be connected to rotate together by a link 89 and control of the electric circuits constituting part of the electromagnetic transmission. Rotation of either nob into any one of the three operating positions will result in the transmissions operation in neutral or in' one or the other of two speed combinations.

From the foregoing it will be seen that, irrespective of whether a progressive or non progressive type of transmission be momentarily utilized, a progressive effect -is obtained by angular displacement of control lever .62 Without the necessity of manipulating a clutch or the accelerator pedal. However, in spite of the progressivity obtained during passage from one speed ratio to another without special operating precautions, in the special case where the vehicle is at rest and it is desired to start movement, operating handle 62 must be manipulated slowly and carefully. In actual practice it is found'that vehicle operators, being in the habit of rapidly moving the gear shift levers now in general use, have considerable diiiiculty in habituating themselves to a slow movement of handle 62 during starting.

Means have therefore been provided for taking care of this psychological limitation,.but it will is manipulated only after the vehicle is in motion and changes in speed ratio are desired, and an auxiliary pedal 83 (Figures l5 and 21 to 25) is mounted beside the accelerator pedal to be used especially for starting. The function of pedal 83 is to move the element controlling the progressive transmission (ring I3, for' example in Figure 14) toward its mean position so as to diminish or even eliminate, momentarily, the coupling action and render the latter more propressive.

In the assembly shown in Figure 21, ring I3 and control lever 62 are shown in their mean positions. Movement of the control lever is cornmunicated to ring I3 through the intermediary of a piston 84 positioned between a pair of 'opposed springs. Extension I4, controlling ring I3, is provided with a pin 85 positioned to move between jaws 86 and 8Ia forming the constituent parts of a Nuremburg scissors, said jaws tending to be maintained in open position by a spring 81 and closing under the action of pedal 83 provided with a return spring 88. When the scissors is open, the distance between the jaws is sufficient to permit lever 62 to displace ring I3 into position I corresponding to direct drive or position II corresponding to operation at reduced speed. Assuming the vehicle to be at rest, if the vehicle operator wishes to uncouple the transmission, he pushes on pedal 83. Irrespective of whether finger 85 be in position I or II, pressure on pedal 83 will move the jaws of the scissors together so as to move.the finger into neutral position III. Control lever 62 may, nevertheless, remain in its original position due to compression of either one of the two springs reacting on piston 84. When the Vehicle operator wishes to effect a coupling action in the transmission, it suffices that he slowly release pedal 83 in the manner usually employed for a" clutch pedal, nger 85 then slowly moving, under the action of the springs coacting with piston 84, into position I or II in accordance with the position of control lever 62.

l'I'he corresponding speed combination will thus is released. Pressure on the( latter, contrariwise,

will move said finger and ring I3 to neutral position III due to the action of a vertically guided cam 89 having an appropriate symmetrical prole. The full line position corresponds to opera- 'tion at one speed combination, while the dotted line position corresponds to operation in neutral.

Figures 23 and 24 show two operating positions of another possible variant yielding the same results. Instead of positioning cam or cams 20 (Figure 14) on opposite sides of ring I3, the following assembly is utilized, said ring is formed in two telescoping parts I3m and I3n connected by a pin 90 sliding in a groove 9| so that both rings, while capable of sliding over one another, rotate together under the action of control pinion 51 (Figure 14). Sliding movement of the two ringsis effected by means of a lever 93 pivotally connected at 92 to pedal 83, the extremities of said lever carrying appropriate rollers engaging in a pair of grooves I3 and I3 formed in rings I 3m and |311. It will be seenthat, when pedal 83 is released, the profiles of each cam element (Figure 23) extend beyond the lateral edges of the other, while, contrarwise, when the pedal is depressed (Figure 24) the cam profiles are hidden due to the telescoping movement of the two rings. The amplitude of the telescoping movement correaders responds to the movement of cams 201 and 202 necessary to hide their respective cam surfaces. When the pedal moves back to its original position, the'telescoping rings move back into the position that thvey had occupied before being manoeuvred by control shaft 59, thus bringing the particular speed combination previously utilized back into play.

Figure 25 shows another variant in which ring I3 together with its control cam 20 and control gear 56 are divided between two independent annular elements I3 and 561 connected operatively by a pinion 95 meshing simultaneously with a pair of circular racks 961 and 962 formed on said annular elements. A link 91 articulates with pinion 95 at one extremity and with pedal 83 at the other. When pedal 83 is depressed and control pinion 51 acts on gear 56 to .rotate ring 561, ring I3 moves angularly in the opposite direction and to the same extent. When the pedal is pushed into contact with a stop 94, ring 561 is arrested by pinion 51, while ring I3 rotates so that roller 2| (Figure 14), formerly in contact with camsurface 201, for example, moves into contact with cam surface 202, thus bringing the transmission into neutral position. 'When the pedal is released, pinion 95 and ring I3 return to their respective initial positions.

In actual practice it is found that, during a change in speed ratio, the vehicle may move violently forward if the motor is developing relatively small amount of power. The force exerted on the coupling discs is adjusted to permit the total power being momentarily developed by the motor to be transmitted and, during a change, in speed ratio, this force may produce too rapid acceleration of the vehicle. It is, therefore, desirable to provide a corrector of the coupling force acting to graduate the latter in accordance with the power being delivered by the motor. To this end, as shown in Figures 15, 21 and 23, a link |00 is connected at opposite extremities to pedal 83 controlling the transmission and to a'diaphragm IOI positioned in .a chamber |02 communicating with the intake manifold of the motor through a conduit |03. Diaphragm IOI will act on pedal 83 to oppose the action of the springs having a coupling action, the magnitude of the resistance thus developed being at a maximum when the'suction in the intake manifold is greatest i. e., when the motor is developing only a small amount of power. Elements IOI, |02 and |03 and their coacting mechanisms should be designed so that the force exerted by the springs having a coupling action be capable of reduction to only a fraction of its normal value. yVhen the motor is developing maximum power, the depression will be at a minimum and the springs in question will be free to exert their maximum effect,v It is to be noted that this suction operated device does not act to change the speed ratios being utilized, but function merely to modify the force of the coupling action in accordance with the momentary power development of the motor. i

The invention is not'to be taken as limited to the combinations shown in any particular figure: thus, the particular progressive transmission shown in Figure 15 may be replaced by any of the others shown inthe figures preceding the latter; the device shown in Figure 3 may be coupled to any one of the transmissions shown in the other figures wherein a. ring equivalent to element I3 is utilized; the plane type of coupling surface shown'in Figures 1, 2 and 4 may be used interchangeably with those shown in Figures "I and 8 and 9 to 1; the non-progressive form of transmissions shown in Figures l2* and 13 may be fitted with any of the equivalent coupling disc and plate assembly shown in the other figures; etc.

What I claim iszv 1. In combination with a motor provided with a driving shaft, a Carburettor including a valve controlling said motor, a driven shaft, a transmission interposed between said driving and driven shaft and operative to vary the speed ratio thereof, and a control element connected to said transmission,means separate from and independent of said driving and driven shafts connected to said control element and operative by movement of the control element to move said valve toward closed position when speed changes are being effected in said transmission on the increasing side, said last named means also operating to move said valve toward its open position when said control element is displaced to effect speed changes on the decreasing side.

2. In combination with a transmission including a driving shaft, a driven shaft, and means for coupling said shafts in any one of a plurality of speed ratios,-means for controlling said last named means including a control shaft, a control lever mounted to be angularly displaced, a double acting dog pivotally supported on said control lever, a pair of ratchets mounted to engage with said dog, said ratchets having` their teethv oppositely directed, means for transmitting the movements of said ratchets to said control shaft, means connected to said control lever and operative to move said dog into contact alternatively with either one of said ratchets, a pair named lever for modifying.

of cams mounted in driven relation to said control shaft, means operative to connect only one `of said cams in driven relation to said control shaft when the latter turns in a predetermined direction, a motor operating to rotate said driving shaft, and means operative by said cam to modify the speed of said motor.

3. In combination with a transmission including a driving shaft, a driven shaft, and means for coupling said shafts in any one of a plurality of speed ratios,-means for controlling said last named means including a control shaft, a control lever mounted to be angularly-displaced, a double acting dog pivotally supported on said control lever, a pair of ratchets mounted to engage with said dog, said ratchets having ltheir teeth oppositely directed, means for transmitting the movements of said ratchets to said control shaft, means connected to said control lever and operative to move said dog 'into contact alternatively with either one of said ratchets, a lever pivotally mounted on said control lever, a motor actuating said driving shaft, means operative by said last named means and reacting on said last named lever, and means connected to said last the speed of said motor.

4. In combination with a transmission including a driving shaft, a driven shaft, and means for coupling said shafts in any one of a plurality of speed ratios,means for controlling said last named means including a control shaft, a pair of cams mounted in driven relation to said control shaft, means operative to connect only one of'said cams in driven relation to said control shaft when the latter turns in a' predetermined direction, a motor operating to rotate said driving shaft and means operative by said cam to modify the speed of said motor.

5. In combination with a transmission including a driving shaft, a driven shaft and means for coupling said shafts in any one of a plurality of speed ratios-means for controlling said last named means including a control shaft, a control lever mounted to be angularlyy displaced, a double acting dog pivotally supported on said control lever, means operative to engage with said log, means for transmitting the movement of said last named means to said control shaft, means connected to said control lever and operative to move said dog, a lever pivotally mounted on said control lever, a motor actuating said driving shaft, means operative by said last named means and reacting on said last named lever and means connected to said last named lever for modifying the speed of the motor.

6. In combination with a motor provided with a driving shaft, a carburettor including a valve controlling said motor, a driven shaft, a transmission 'interposed between said driving and 'driven shafts and operative to vary the speed ratios thereof, said transmission including speed changing elements of the non-progressive type, and a control element connected to said trans- -mission,-means connected to said control 4element and reacting on the non-progressive elements or the transmission, said last named means being operative to move said valve toward closed position when speed changes are being effected in said transmission on the increasing side, said last named means being operative to move said valve toward its open position when said control element is displaced to effect speed changes on the decreasing side.

7. In combination with a motor provided with a driving shaft, a carburettor including a valve controlling said motor, a driven shaft, a transmission interposed between said driving and driven shafts and operative to vary the speed ratios thereof, and a control element connected to said transmission,means including a shaft mounted to be angularly displaced by said control element and operative by movement of the control Velement to move said valve toward closed position when speed changes are being effected on the increasing side, said last named means also operative to move'said valve toward its open position when said control element is displaced to effect speed changes on the decreasing side.

GASTON mmsoHEL. 

